VSL News - 2013 - 2

TECHNICAL CENTRES
GLOBAL
EXPERTISE
FOR LOCAL
PROJECTS
VSLnews
T H E V S L N E WS M A G A Z I N E I S S U E T WO 2 0 1 3
Elevated
segmental
road bridges
Second
Penang Bridge
Elevated
segmental
road bridges
Second
Penang Bridge
INFRASTRUCTURE
PROTECTION 7
SUSTAINABLE
CONSTRUCTION 4
14 BUSINESS IMPROVEMENT
Sustainable development at heart
16 FACTS&TRENDS
Infrastructure protection: Police shield
8 COVER STORY
Technical Centres:
Global expertise for local projects
16 SITE INSIGHTS
Australia: Revamping an icon
Vietnam: Bank HQ
Poland: Two for Torun
Ethiopia: Bridge recovery
26 FOCUS
Elevated segmental road bridges
29 R&D
Polymeric ducts
PT-PLUS
- for enhanced durability

30 TECHNICAL REPORT
Mitigating vibrations: Disk brakes or rubber pads?
32 TECH SHOW
Second Penang Bridge
A landmark link
Cover photo: Second Penang Bridge
NEWS, magazine published by VSL International Ltd. Kniz, Switzerland Director
of Publication: VSL Communications Jane Rousseau jane.rousseau@vsl.com
Editor in chief: Elisabeth Lichter-Rodriguez elisabeth.lichter@vsl.com
Co-ordinators: Christine Mueller-Sinz, Carlos Such, Doris Tong.
Distribution: Anne-Marie Thevenin am.thevenin@bouygues-construction.com
Design: Red Line Photos: Derek Allan, Herv Gouband, Philippe Guignard,
VSL staff, others Copyright: VSL 2013
BRIDGE 32
PEFC/ 10- 31- 1238
PROMOUVOIR
LA GESTION DURABLE
DE LA FORT
TECHNICAL CENTRES 8
TENDONS 23
DUCTS 26
With its highly regarded experts in the Technical Centers, VSL can tackle
even the most difcult of engineering challenges and provide what is
really best for the project. Their technical expertise coupled with practical
know-how allows them to provide advice and consultancy to both internal
and external clients, optimising solutions in terms of constructability
and the costs involved, no matter how complex the project.
The centralised teams of the technical centres support decentralised
teams in 35 countries. They assist in nding alternatives when required
and come up with new solutions wherever appropriate. Their excellent
reputation, built on long-term experience, ensures invaluable support to
the local teams when addressing complex projects requiring extensive
preparation.
Such exchange of knowledge within VSLs global network enables the
groups vast pool of experience to be fully exploited and applied across a
wide variety of engineering elds.
Encouragement of lateral thought processes provides the ideal
environment in which to nurture novel - and often remarkably simple -
solutions to demanding problems.
This is how we like to serve our clients.
Optimised
solutions for
complex projects
I S S UE T WO 2 0 1 3
Daniel Rigout,
Chairman and
Chief Executive Ofcer
VSLnews
S
ustain-
abi l i ty
is high
on the agenda for work
on the Hong Kong-Zhuhai-
Macao Bridge (HZMB) projects. All
operations have to adhere to strict
environmental policies regarding
air, water and sediment quality, ecol-
ogy, cultural heritage, waste man-
agement, noise and the impact on
sheries.
Reducing vehicle CO
2

emissions
The HZMB will provide the rst direct
road connection between Hong Kong,
Zhuhai and Macao. The new route will
help minimise CO
2
emissions from
vehicles as it will signicantly shorten
journey times in the region. From
Zhuhai to Kwai Chung Container Port,
the distance and time will be reduced
from todays 200km and 3.5 hours to
about 65km and 75 minutes. Similarly,
the journey between Zhuhai and Hong
Kong International Airport will be cut
from over 200km taking approxi-
mately four hours to about 40km and
45 minutes.
Protecting the Chinese
White Dolphin
There are approximately 1,500
Chinese White Dolphins in the east-
ern part of the Pearl River Estuary
ENVIRONMENTAL PROTECTION
Sustainable construction
business improvement
4 VSL n e ws magaz i ne No 2- 2013
VSL, in a joint venture with China Harbour and Dragages
Hong Kong, is building a 9.4km section of the Hong Kong-
Zhuhai-Macao Bridge project. Environmental protection
is at the heart of the work, which involves the design
and construction of a viaduct over the deep waters to
the west of Hong Kong.
and Hong Kong waters, with Hong
Kongs highest density found in the
waters west of Lantau Island.
The dolphins are protected and the
9.4km Hong Kong Link Road (HKLR)
has been carefully aligned to avoid
FT
Laborat ori es has
introduced renewable
energy options to power
its range of equipment. Monitoring
systems can now be fitted with
solar arrays or wind turbines to
provide power without installation
of electrical supply. This option is
particularly useful for installing
monitoring systems in remote areas
or where an electrical supply is
not readily available. It is also ideal
for meeting client requirements
for more environmentally friendly
alternatives. n
V
SL Australia has recently
added several bulk bag
cement dispensers to its
equipment pool. The dispensers
were designed specically to suit
VSLs needs: they reduce manual
handling, environmental impact
and the risk of injury as well as
improving quality and productivity.
Cement is delivered in 1t bags, lifted
by forklift or telehandler. Operation
is push button and the grout mixers
can process 15t of cement per shift
with just one operator, less dust and
less wastage for both, cement and
packaging, since the bags can be
returned for reuse. n
the main areas where the species
is found. In addition, extensive miti-
gation measures are being put in
place to minimise the impact of
construction.
There will be also constant observa-
tion for any sign of dolphins while
work is taking place. Perimeter silt
curtains will be set up at a distance
of 250m around the working areas to
create a dolphin exclusion zone and
operations will be suspended until
any dolphin within the zone has left.
All underwater percussive piling is
banned and the formation of rock
sockets for bored piles will be sus-
pended from May to June, which is
the peak calving season. Construction
vessels are limited to a speed of
10 knots and must use designated
navigation channels. The project will
also adopt best practice measures
that minimise sediment dispersal
during dredging operations.
RENEWABLE ENERGY
Solar power
for geotech
WORKING METHODS
VSL grouting
in a bag
Minimising the
environmental impact
Various alignment options for the link
road were considered and extensive
public consultation took place before
Hong Kongs Administration decided
to locate the boundary crossing facili-
ties (HKBCF) northeast of the Airport
Island. The HKLR will run along the
Airport Channel at the southern side
of the island, away from ecologically
sensitive areas such as the San Tau
Site of Special Scientic Interest, as
well as seagrass and horseshoe crab
nursery sites.
A tunnel-cum-at-grade road
scheme was adopted in lieu of a
viaduct option for the section from
Scenic Hill on the Airport Island to
the HKBCF to minimise visual im-
pacts. The HZM Bridge being built
by the Dragages-China Harbour-
VSL Joint Venture will straddle the
headland between San Shek Wan
and Sha Lo Wan without affecting
the natural shorelines of Lantau
Island. Hydrodynamic impacts on
the Airport Channel will be mini-
mised by sinking the viaducts pile
caps to below seabed level in that
section.
Comprehensive
environmental
monitoring
A comprehensive environmental
monitoring and audit programme is
being implemented during construc-
tion to check for any environmental
impacts on the nearby sensitive ar-
eas that may be affected by work on
the HZMB projects.
Perimeter silt curtains will be set up
around all marine works to control
spills and prevent sea-life entering
work zones. Works will be suspended
when dolphins are inside the 250m
exclusion zone.
The monitoring and audit system will
also conrm that protection mea-
sures are effective as predicted and
identify areas for improvement. This
will help to ensure that the project
minimises environmental impacts
while greatly enhancing the eco-
nomic strength of the region. n
VSL n e ws magaz i ne No 2- 2013 5
R1-28/02/12
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Bouygues construction BETTER LIFE LOGO
BOUYGUES CMJN
C 0
M80
J 100
N 0
DRAGON 100%
business improvement
I
ntrafor adopts reusable steel
formwork as much as possible.
However, it is still necessary to
use wood for some applications,
such as to cover starter bars in
diaphragm wall panels. To reduce
the environmental impact, Intrafor
is now using 100% FSC-compliant
wood, where available, for this pur-
pose. The FSC (Forest Stewardship
Council) identifies and certifies
forests that are well managed and
where biodiversity, productivity and
the ecology are maintained. n
T
he high quality of VSLs proj-
ect management on Qatars
Lusail project led to Samsung
C&T naming it Best Subcontractor
in June 2013. The new city is one
of the most ambitious projects be-
ing undertaken as part of the Qatar
2030 vision. VSL was awarded
post-tensioning works for the proj-
ects bridges, which connect ve
articial islands to each other and
the mainland. Two are iconic sus-
pension bridges that feature steel
rings serving as 50m-tall pylons
that represent the Q of Qatar. n
FSC COMPLIANCE
Forest-friendly
formwork
AWARD
Best subcontractor
T
he Newmarket viaduct re-
placement project has won
several more awards. It
was successful at the Association
of Consulting Engineers NZs
2013 awards, winning the Gold
Award of Excellence, and the
input of design partners Beca,
T&T, URS NZ and Boffa Miskell
was also recognised. Further
success came at the New
Zealand Contractors Federation
annual awards. To cap it all, the
Northern Gateway Alliance (NGA)
- responsible for delivering the
project - won the 2013 Roading
Excellence Supreme Award and
the NZ Concrete Industry Award
in November. n
Newmarket viaduct again!
AND THE WINNER IS
V
SL Thailands latest annual
safety day focused on fire
safety. It was run with the
assistance of Thailands National
Fire Service Training Team, which
usually trains reghters. Practical
exercises covered re prevention,
fire drills, oil and gas handling
and small-scale re-ghting. Fire
safety is particularly important in
Thailand due to the widespread use
of bottled gas and the use of wood
in building houses and temporary
structures. n
SAFETY DAY 2013
Fire safety
> VSL Infrastructure Protection has recently secured a contract to
provide blast engineering analysis and design services for the glass fa-
ade of the new City West Police Complex being built in Melbourne,
Victoria. The blast engineering requirements for the super complex are
extremely stringent. The projects fully glazed curtain wall facade has
over 20 different congurations, all of which require complex analysis to
ensure they meet the performance specications to limit deformation
and prevent airblast affecting the interior of the building. VSL IP is work-
ing closely with faade contractor G James to engineer the optimal de-
sign solution for the main contractor. nContact: gavin.wight@vsl-ip.com
> Pavlovii Viaduct on Pan-European Corridor Vc has become VSLs
first contract in Bosnia & Herzegovina. The 385m-long multi-span
concrete twin viaduct near the Croatian border has typical spans of 43m.
The incremental launching method (ILM) is used to erect the single box
girders, which are prestressed with internal tendons. VSLs client is OHL,
which is building the bridge to a design by IPSA. VSLs work includes
providing the ILM technology, the post-tensioning system and permanent
bearings. nContact: pvanek@vsl.cz
> CTT-Stronghold Canada has com-
pleted its rst project in Ontario. CTTs
contract involved the supply and installa-
tion of 500t of post-tensioning for six con-
crete box girder bridges as part of the
Rt Hon Herb Gray Parkway (formerly the
Windsor-Essex Parkway). The Parkway is
a major $1.4 billion highway infrastruc-
ture project, which, once completed, will
be an essential part of Canadas premier
trade gateway. nContact: jose.menchaca@
vsl.com
> In the past years, Intrafor has devel-
oped to become a leading ground engi-
neering specialist with emphasis on
products and solutions with high technical
content. The division had outgrown the old
corporate identity, which was imple-
mented more than 20 years ago. By intro-
ducing a new corporate identity Intrafor is
improving the visibility of its brand, giving a
modern, yet classic and dynamic image. n
New territory
Onward into Ontario
Corporate identity
New look and feel
> LNG projects on Curtis Island and in
Darwin are the rst in Australia to use
VSLs AF Anchorage. VSL is involved in
prestressing of 6 LNG tanks for three facilities
being built on Curtis Island and
4 LNG tanks in Darwin for processing of
network gas. On the two projects, AF
anchorages as blind dead end terminations
of the vertical tendons are used in lieu of
conventional U tubes. The new anchorages
i mprove structural detai li ng and
construction efciency. n Contact: david.
trayner@vsl.com
facts & trends
AF Anchorage on LNG tanks
Island rsts
Infrastructure protection
Police shield
First for Bosnia
Twin viaduct launch
TECHNICAL CENTRES
Global expertise
for local projects
cover story
VSLs Technical Centres in Europe and Asia have been
the core of the companys engineering expertise in
recent decades. VSLs capability to tackle the most
challenging projects lies in the ability of the Technical
Centres to advise, support and assist local teams and
site staff in the execution of complex work.
We are a service provider to all our
clients, internal or external, sums
up a senior engineer. We know how
to design a project and how to build
it. We can estimate how engineering
will affect the production process.
The engineers in the technical
centre have an in-depth knowledge
of site interactions. Combined
with their site experience, they are
an invaluable consultant for the
designer and the client.
At the same time, the centres are
a great training place for young
engineers starting in the group.
Here, junior engineers are trained
by senior staff members, who
transfer their knowledge and best
practices to the new arrivals. Armed
with their new expertise, the young
engineers can provide invaluable
support to their local teams as they
SLs activities demand a high
degree of expertise and know-how
in all elds of civil engineering and
specialised bridge construction.
This highly skilled and specialist
activity requires staff with an in-
depth knowledge of VSLs systems
and technologies. While the 50 VSL
bases around the world certainly
have the ability to handle most of
their clients projects, they can
also rely on their colleagues from
the Technical Centres in Asia and
Europe for assistance with major
or special projects and engineering
tasks going beyond their normal
day to day activities.
A core team is on hand, made
up of structural and mechanical
engineers, method engineers and
experts in particularly specialised
activities, such as stay cables, VSoL

or construction equipment. On
demand, they assist the local teams
and their clients in nding the best
solution, looking at alternatives and
seeking opportunities to identify
what is best for a project and to
help move it in the right direction.
The client can be condent that the
expertise of the Technical Centres
is available, if need be, at every
phase of the project, right from the
start.
cover story
TECHNICAL CENTRES
V
A specialised team of engineers for specialist construction
Technical Centres engineers (TC engineers) define construction, specify the equipment and the
installation on site and carefully check interfaces with permanent work. They also develop the schedule
for the construction of projects, establishing the materials and human resources required, carry out the
design of specic equipment (such as formwork or safety equipment) and supervise their fabrication. TC
engineers are there at the start of construction to nalise the methods that will be used on site.
TC engineers take also an active part in the design and optimisation of structures to allow use of VSL
systems and construction methods and propose alternatives to simplify construction and make best use
of materials.
Engineers from the Technical Centre in Singapore are not only responsible for all the equipment used on
special projects designed by the Technical Centres, but is also developing equipment for the installation
of post-tensioned cables. The team has designed a new generation of multistrand stressing jacks and is
presently carrying out further development of a range of tailor-made equipment needed for the installation
and stressing of prestressing cables for use in nuclear power plants in Korea, France and Russia.
We do not
outsource -
we do it all
ourselves.
Of course, a
team of bright
thinkers creates
a pool of energy.

Contributing to smooth project execution
Assistance from VSLs Technical Centre in Switzerland
is contributing to the successful construction of a
three-span cable-stayed bridge in the USA. Early input
into the construction methods helped save money and
time as well as making the work safer. The Ironton-
Russell Bridge is owned by the Ohio Department of
Transportation (ODOT) and links the city of Russell,
Kentucky with Ironton, Ohio. The US$81.3 million
project, which started in March 2012, is due to be
completed by 2017.
The side spans are being built on specially designed
falsework simultaneously with construction of the pylon
to create land access for the installation of a form-
traveller and erection of the 275m main span. VSL is
supplying the 130t form-traveller. In joint venture with
its US partner VStructural, VSL is also providing 125t of
post-tensioning in addition to the supply and installation
of 305t of the VSL Stay Cables. The bridges main span
consists of 30 segments each supported by two stay
cables ranging from 14 to 33 strands. Each segment
weighs about 180t with a length of 8.9m and a width of
13.8m. The scope of work carried out by the Technical
Centre in Europe (TCE) includes:
Design of the form-traveller, issuing engineering
drawings and a fully detailed 3D model built using
SolidWorks
, checking of the shop drawings issued

by the steel fabricator, production of an operational
manual including construction methods and assembly
kinematics, supervision during fabrication, load testing
and trial assembly of the form-traveller.
The underslung form-traveller was manufactured in
April 2012. It was delivered to site in May 2013. Building
the bridge requires the installation and partial stressing
of the stays before casting the concrete to prevent
excessive bending in the deck. After concreting, a
second re-stressing operation is performed on the stay
in order to absorb the decks deection before launching
the form-traveller to the next segment.
VSL proposed the innovative use of precast stay anchor
blocks, in order to eliminate the complex stay details
required to transfer the stay force from the form-
traveller to the structure, and to reduce the construction cycle time. Precasting the stay anchorage blocks with this variable geometry and place them directly in
the form-traveller, omits need for temporary xity of the stay anchorages to the traveller, which is technically complex. The two hydraulic systems developed for
use on the project enable independent control of the form travellers structural frame and its formwork. This contributes to a signicant weight reduction in the
telescopic parts. This project is challenging due to strong interaction between equipment design and stay cable construction engineering, which has required close
collaboration between the bridge designer and the VSL design team. Erection of the form-traveller on the bridge is due by the end of 2014.
cover story
TECHNICAL CENTRES
tackle challenging projects.
It is interesting to work on several
projects at a time - this is very
rewarding, comments an engineer.
Every project has an aspect
that gives you satisfaction, We
For the form traveller of the Gateway upgrade project, TCA suggested that the frames were
splayed on plan. The rear reaction to the deck remains directly over the webs.
The form-traveller design provided excellent access to all the required working areas and
allowed placing of prefabricated web reinforcement.
Innovative form-traveller
design
VSLs Technical Centre Asia developed an
innovative form-traveller design that made
an important contribution to the successful
completion of the Gateway Upgrade Project
in Brisbane, Australia. The design allowed
prefabricated web reinforcement to be lowered
into place, saving time while ensuring that the
operation could be carried out safely. VSLs
Technical Centre Asia was involved in the
project from an early stage, helping to dene
the construction methods and inuencing the
design of the bridges permanent works by
providing advice on constructability issues.
The New Gateway Bridge has an overall
length of 1,627m including a 260m main span,
which is one of the worlds longest concrete
bridge spans unsupported by stay cables.
The main span deck consists of a twin-cell
box-girder, cast in-situ using the VSL form-
traveller to produce segment lengths of
3m, 4m and 5m. The heaviest segment cast
using the form-traveller was 386t. The depth
of the 29.35m-wide deck at the main-span
piers is almost 16m. In order to place web
reinforcement steel quickly and safely, it
needed to be prefabricated and lowered into
the web formwork.
However, traditional form-traveller designs
have the main frames parallel with the bridge
so that the loads are applied to the webs of
the deck. This does not allow lowering of
prefabricated web reinforcement cages into
the formwork. TCA therefore suggested an
innovative approach that allowed the frames
for the form-traveller to be splayed in plan.
The rear reaction to the deck remained directly
over the webs and, close to the leading edge,
a transverse beam supported the frames
communicate with the designers,
because we can advise on how
to design a construction-friendly
bridge. We offer the best solution.
Consultants do appreciate.
The solutions that are devised are
Cost-effective solution for a suspension bridge
Another technical milestone for VSL was the design and construction of the Subansiri Suspension Bridge, where the
adoption of innovative solutions enabled the costs
and complexity of construction to be greatly reduced.
The suspension bridge over the Subansiri River has
been built to support a conveyor belt used to carry
aggregates for construction of a dam. VSLs scope
of works was, apart from the design of the bridge,
to supply the bridges main and hanger cables as
well as to erect the main cables and the deck. This
specialist work was carried out in collaboration
with the Technical Centre Asia, which undertook the
design and detailing together with the construction
engineering for the whole bridge. In addition, a TCA
engineer and superintendent were seconded to the
project.
Construction of river piers was considered by the main
contractor to be impractical and unsafe as the ow
in the Subansiri River triples during the rainy season.
This meant that the bridge had to span 300m. TCA
proposed a suspension bridge that was structurally
similar to the Mamberamo Bridge, which VSL
Indonesia had previously worked on. Such suspension
bridges have two pairs of main cables. The hanger
cables that support the deck are only suspended from
one pair of main cables, switching between the two pairs at the centre of the main span. This means that each main cable runs
straight over half of the main span length, improving aerodynamic stability. Technical Centre Asia produced all shop drawings
and was responsible for development of the methods for assembling and installing the main cables and erecting the deck.
The solutions developed by VSLs Technical Centre demonstrated how the costs of building a suspension bridge can be
minimised by using parallel galvanized strand bundles as main cables. In addition, the method of erecting the main cables
avoided the need to install a cable way. The approach exploited also the fact that the river is navigable, allowing the bridge
deck to be preassembled into modules on land, delivered by barge to site and lifted along the hanger cables into position.
Main cables that are 515m long and made up of 30 strands pass over saddles on top of steel pylons reaching 35.9m high above
deck level. The hanger cables are suspended at 9m intervals from the pairs of main cables. To avoid using a temporary pontoon
bridge which could be ooded, the VSL solution was to establish a straight assembly bed along the river bank and a launching
track on the island side, and to use xed rollers to support the main cables. The main cable was pulled over the roller supports
by a winch until the front end reached the pylon.
For crossing the river, a pair of temporary suspension cables was installed next to the pylon leg. The main cable was suspended
from the temporary cable by special hangers and then pulled over the river. Saddles were installed at ground level and the cable
was lifted simultaneously on both pylons using strand lifting units. After all four main cables had been installed, the 16m- to
20m-long deck modules were transported on barges to the lifting points. Four SLUs used the hanger cables to lift each module
to the desired level. The nal operation was to install the conveyer belt itself.
Visualize ideas before the computers are switched on.
and transferred the reactions across to the
webs. This allowed sufcient space for the
prefabricated web reinforcement cages to be
lowered directly into the formwork. The design
provided excellent access to all the working
areas and could accommodate the full depth
variation of the deck from 15.7m to 5.2m along
the cantilevers. As a result, the site team
managed to achieve a segment construction
cycle time of three days. This contributed to a
signicant reduction in the construction time
of the main spans.
The basis of the design was the standard
modular form-traveller used extensively
throughout the world but with significant
modifications for the project. Designers
from the VSLs Technical Centre Asia spent
time with the site teams to ensure that the
design catered not only for physical project-
specic constraints but also addressed other
factors, such as the high labour costs and
extremely high safety expectations commonly
encountered in Australia.
Understanding of the fabrication processes
and awareness of the progress allowed
VSLs Technical Centre Asia to optimise
design changes to minimise disruption to
the schedule. VSLs designers also assisted
with the assembly and commissioning of the
travellers on site. During construction, they
then provided support to ensure the smooth-
running of the equipment and to design
any enhancements or additional features
requested by the site teams. Technical Centre
Asias involvement continued to the end of
the construction, in designing the adaptation
of the traveller frames for use as deck-
stitching beams and in developing the heavy-
lifting methods used for the lowering of the
formwork.
very often technically one of a kind,
not merely re-using what already
exists but developing and innovating
to design what is best for a project.
The teams give support from the
beginning to the end of a project, and

cover story
TECHNICAL CENTRES
Being constantly on a learning
path means nothing is stagnant; all
problems are overcome at the end.
Tackling unusual design requirements: Distrito 38 Spain

An alternative design from VSL has helped improve the layout of a
complex ofce building at the heart of a new business zone in Barcelona:
Distrito 38. Switching from structural steel to post-tensioned concrete
has allowed the creation of large cantilevered slabs and open column-
free spaces. It was important in this project to develop structures with a
exible layout that allows for later rearrangement as new and developing
requirements emerge.
The site faces part of the Paseo de Zona Franca, a key thoroughfare in the
district. Using this as an anchor, a 7.5 x 7.5m grid has been dened as the
basis for the layout of six planned buildings and their parking areas. Arata
Isozakis D38 ofces development is probably one of the most challenging
buildings built in Barcelona in the last years. The building has a distinctive
appearance, with open missing sections on each level and cantilevered
oors above. The sides measure 52.5m x 52.5m and the building has
a height of 46.5m. The overall shape is almost a cube with a central
concrete core and the ofces arranged like a square doughnut around it.
A peculiarity of the building is that all the oor slabs are different: only
one or two cover the full area, the others have cut-outs to make them
C-shaped or L-shaped. This allows the interior of each to be organised
into one, two or three units. Further complications come as the C and
L-shapes on different oors rotate around the core. Originally, the oors
were arranged with a matrix of columns spaced on a 7.5m by 15m grid.
As a result, the original, conforming solution was planned as a steel
structure with extensive use of tension members to hang parts of the
slab from the oor above. Some columns stood on a beam, there was
no continuity in the columns and it would have been very complicated to
build the building. In essence, VSLs proposal was to change from steel to
concrete and then to make every single slab independent from the others
by means of post-tensioning. VSL also removed all internal columns and
some of the external so that the doughnut was left completely free for
ofce space. The design created huge cantilevers and more than 50%
of all the buildings columns were removed. The building includes slabs with clear spans of 15m by 30 and 45m, with cantilevers of 7.5 and 15m, solved with a
combination of wafed and ribbed post-tensioned slabs together with post-tensioned edge beams. It was clear that the solution was ideal and so VSL proposed it
to the main contractor, which put it forward to the architect and consultant. VSL was asked to produce the nal solution and the Architect was so happy with the
proposal that one of the associated architects was brought over from Japan to ne tune the nal column layout with VSL. All parties were very pleased with the
result as it improved the buildings layout and saved both money and time.
becomes a communication and
information point for the designer,
while supporting the client. During
project execution, the teams on
site will receive all the necessary
support for installing and operating
the systems, closely followed by
specialist input from the Technical
Centre to ensure quality control.
The teams from the Technical
Centres in Singapore, Thailand,
India, Switzerland and Spain enable
their local colleagues to get on
with the job without getting lost
in the details. They train, listen to
and learn from others. I found my
dream job without knowing that
it existed, says a member of the
Singapore team. You arrive and
bring your former work experience
with you and use it to make things
happen within a dynamic team of
experts. Every new project brings
new challenges to tackle, so too do
VSLs newer business lines such as
wind turbine erection and offshore
applications. Striving to be a genuine
service provider is the key. n
log the feedback from one project
to the next. The Technical Centres
thus become a design hub for the
VSL network, producing documents
drawings as well as fabrication
and operational manuals that
will become the standard for future
projects.
Constructable
and efcient
Teams from the Technical Centres
are involved from the very beginning,
starting with a technical SWOT
analysis, through to providing the
tender teams with drawings and
images for a better understanding
of the project and helping produce
the associated bills of quantities.
We propose alternatives, new
solutions, is how a stay-cable
specialist puts it. We want to do
a technically sound job, but also
to contribute to the aesthetics of
these landmark projects. A cable-
stayed bridge has to integrate well
into the landscape. Its design and
architecture are important for the
projects success.
Stay-cable projects are a good
example as evoluti ons and
developments in recent years
have contributed to improvements
not only in the life and structural
behaviour of bridges but also their
aesthetics. The VSL Saddle, the
SSI 2000 Compact System and
various damping solutions are just
a few of the key developments.
Every project is considered unique,
demanding bespoke solutions but
without taking careless risks. Our
clients requirements challenge
our capacity to innovate, to find
new solutions, observes an
engineer. Once a project has been
secured, the Technical Centre
This is the real
driving force -
there are always
new challenges.
You can never say
youve seen it all.

Australia
Revamping an icon
> Rehabilitation of the iconic
Tarban Creek Bridge is being
carried out by VSL under a contract
awarded by Roads & Maritime
Services of New South Wales (RMS).
Giving the 38-year-old arch
structure a new lease of life involves
provision of two new supports of the
> The low deck of the old Hua Zong
Bridge caused problems at times
of flooding and so a new designed
structure was raised by 3m. The
147m-long bridge on the Jiang Jun
River is on a major route in Tainans
Xue Jia district but use of a half
and half construction method has
kept traffic flowing. VSL is supplying
and installing its SSI 2000 Stay
cable system for the hangers of the
16m-wide, three-arch steel structure.
nContact: Johnson.chang@vsl.com
bridge deck by construction of two
portal structures, which are 18m
high and 35m long, and replacement
of the bridges concrete diaphragms
with steel cross girders. A key
feature will be the construction of
the portals massive post-tensioned
beams. VSLs Technical Centre
Taiwan
Higher deck
designed a temporary steel
falsework platform that will be
preassembled on ground together
with reinforcement and formwork
and slid and lifted into casting
position by using sliding and heavy
lifting techniques. n Contact: david.
trayner@vsl.com
site insights
Vietnam
Elevated segments
> Kelok 9 is a unique name of an
elevated road consisting of nine
turns and stretching over 2.5 km
in length. Officially opened on
31
st
October 2013, the road which
was financed by the central
government was built to solve the
bottle neck of highway between
Bukittinggi in West Sumatra
Province and Pekanbaru in Riau
Province. The width and gradient of
road was significantly improved in
order to minimise traffic congestion.
VSLs scope of works included post-
tensioning and engineering of a
section which is composed of a cast
in situ balanced cantilever bridge.
nContact: Jootje.massie@vsl.com
> Precast segment work will be
carried out by VSL as a specialist
subcontractor JV team on an ele-
vated section of the Ho Chi Minh
Citys new Metro Line 1. Most of the
19.7km route is elevated, running
on viaduct for 17.3km as it passes
through 11 of the lines 14 stations.
VSL is working on the Ben Thanh
Market to Suoi Tien Park section.
The citys Management Authority
for Urban Railways is developing
Line 1 as a new spine for the public
transport system. It is expected to
carry more than 160,000 passen-
gers daily in its first year, increas-
ing to 635,000 by 2030. n Contact:
lan.tranduc@vsl.com
> The Central Garden Building
project is a residential scheme
located in the Qian-Jin District of
Kaohsiung City, Taiwan. The building
has a height of 37 storeys and a
seven-storey basement. A total of 36
sets of VSL dampers will be installed
from the 11
th
oor up to the 19
th
. The
wall-type dampers are 1.35m high
and use one viscoelastic damper
unit per set. They are integrated into
prefabricated steel panels that are
installed directly in the structure
during construction. Installation of
the VSL damper systems started in
June 2013 and will be completed in
2015. n Contact: Johnson.chang@
vsl.com
> VSL Vietnam will complete its
post-tensioning work at the new
city headquarters of Vietcombank in
Ho Chi Minh City in December 2013.
The Vietcombank Tower project has
involved the supply and installation
of 200t of strand for post-tensioned
slabs and beams in the 35-storey
ofce building. The tower also has
a four-level basement and areas
for services, retail, restaurants and
parking. Vietcombank is one of the
countrys largest local commercial
banks and the new buildings
3,200m
2
site is right in the centre of
the downtown area. nContact: lan.
tranduc@vsl.com
Taiwan
Controlling structural behavior
Indonesia
Nine turns Vietnam
Bank HQ
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s
i
a
> Two pairs of VSL form-travellers
have recently begun construction
of a bridge on National Freeway No
8. The structure has a double-box
bridge deck with spans ranging in
length from 65.57m to 110m and
girder depths of between 2.8m and
5.65m. The bridge superstructure
is being built by the cast-in-situ
segmental balanced cantilever
method, so the symmetrical
segments of the 20m-wide deck
are constructed on both sides of
the piers. The VSL form-travellers
are of a modular design that
enables the truss and the width
of the bottom slab to be adjusted
to suit the bridge cross-section. n
Contact: Johnson.chang@vsl.com
> Typhoon Morakot destroyed
the old Shan Mei Bridge in the
Tanaiku National Park and so the
replacement structure has been
designed to ensure integrity even
when torrents come rushing down
Taiwan
Designed for typhoons
from the mountains. The new
design has a 115m-long single steel
arch tted with the VSL SSI 2000
stay cable system for the hangers
featuring the latest developments
in anchorage technology and
Taiwan
Freeway travellers
corrosion protection systems.
VSL is supplying and installing
20 sets of 6-31 anchorages, 1,000m
of galvanised strand and 350m of
HDPE pipes. n Contact: Johnson.
chang@vsl.com
site insights
> In order to replace a level
crossing with an overpass, VSL
was recently awarded the design
and supply of 3,925m
2
of VSoL

Retained Earth Walls. The VSoL

walls will stand up to 11.7m high
and be faced with 2m by 2m plain
grey panels. The retained earth
walls are an integral part of the
Robinson Road project, which is
designed to remove a bottleneck
and deliver a safer and more
efcient transport network by the
construction of a road overpass
crossing the rail line. n Contact:
steve.mills@vsl.com
Australia
Safer
crossing
Australia
Terminal slab
> Leighton awarded Intrafor a
contract for a MTR interchange
station, part of the new 17 km long
Sha Tin to Central Link metro line
project. Located under the podium
structure of the existing Hung Hom
station, the works comprise 1075lm
of 1.2m thick diaphragm wall and
barrettes ranging from 20m to
60m in depth, representing a total
of 40,000m
3
of excavation. 5 slurry
walls totaling another 3,400m
3
of
excavation are also part of Intrafors
scope. The main challenge is to work
under a very low headroom of 5.5m.
Excavation is carried out using mini-
cutters and special low-headroom
grabs with boom and grab length
reduced to the minimum. Cranes had
to be modied and a special gantry
system had to be developed to move
equipment and reinforcement cages.
n Contact: guillaume lamoitier@vsl-
intrafor.com
Hong Kong
Very low headroom
> VSL has been awarded a contract
to design, supply and install post-
tensioning and associated slab re-
inforcement at the Patrick Terminal
in Port Botany. The 45,000m
2
of
post-tensioned pavement is part of
a container terminal expansion pro-
gramme for a major logistics com-
pany. Use of a post-tensioned slab
was adopted by the client as it offered
excellent abrasion resistance against
the braking and turning stresses im-
posed by the terminals automated
straddle cranes. The dramatic re-
duction of joints improves slab ro-
bustness and also minimises the
risk of pavement rutting. n Contact:
chan.cheong@vsl.com
> VSL has recently completed
missions on two bridges in the city
of Torun in northern Poland. The
highly curved Zolkiewski Estakada
Viaduct, which opened in August, is
supported by stay cables installed
by VSL Polska.
Work took place simultaneously at
a nearby 265m-long arch bridge
over the Vistula River with two
spans, where VSL carried out a
three-month operation to lift 16 deck
segments. In the rst phase, the
segments weighing up to 250t -
were lifted 15m from a pontoon
and suspended from temporary
hangers. They were aligned in a
second operation before the loads
were transferred to permanent
hangers. n Contact: m.targowski@
vsl.com
Poland
Two for Torun
> Construction of the Troya
Bridge is nearing completion.
VSL supplied both longitudinal and
transverse electrically isolated
tendons (EIT) for cast-in-place
beams and slabs. Tendons ranged
from the four-strand bonded
slab system to the multistrand
CS Super 6-37. The bridge, which
has a 200.4m-long steel arch
main span, crosses the Vltava
River. Metrostav divisions 2 and 5
are building the bridge on behalf
of the City of Prague to a design
by Mott MacDonald Praha with
construction analysis by Novk &
Partner. n Contact: psmisek@vsl.cz
Czech Republic
EIT for
Troya Bridge
site insights
> A well adapted solution has
enabled VSL to secure the contract to
supply the stay cable system for the
Novosibirsk Arch Bridge in Russia.
VSLs remarkable concept allows
the bridges 156 stays to be lifted
without using any type of platform
at arch level. The concept includes
prefabrication and lifting of
complete stays, which reduces the
time needed for erection from three
months to two. VSL is also providing
equipment and supervises the stay
installation by contractor Sibmost.
The bridges designer, Stroyproject,
has already worked with VSL on a
number of Russian projects. n
Contact: Julien.violle@vsl.com
Turkmenistan
Beams at
Ashgabat
Qatar
Work in
progress
Russia
Repeat
success
> Following on from the heavy
lifting works, VSL has now been
appointed for the design, supply
and supervision of post-tensioning
for the beams at the Ashgabats
Congress Centre in Turkmenistan.
Bouygues Turkmen is building the
centre, which features beams that
span between 40m and 45m and
incorporate VSLs GC6-12 and GC6-
19 anchorages. VSL is due to supply
the post-tensioning materials
and equipment by the end of 2013
and will then supervise the post-
tensioning activities in early 2014.
nContact: antoine.samaha@vsl.com
> After successfully completing
the original cut-off wall scope
of 52,500m
2
over a plan length of
3,150m on the New Port Project in
Qatar, VSL-Intrafor were awarded
additional works comprising the
construction of an additional
55,530m
2
of cut-off wall over a
plan length of 3,210m, including
geotechnical investigation works
and providing specialist plastic
concrete. The cut-off wall is being
constructed using VSL-Intrafors
BC40 Cutter equipment and a
special plastic concrete mix;
excavation works for the wall are
being carried out to depths of up to
22m below existing ground level. The
cut-off wall reduces the horizontal
ow of water through the subsoil
and fractured limestone, facilitating
the safe and economical dewatering
and dry bulk excavation works in the
ports access channel. n Contact:
keith.ryan@vsl-intrafor.com
Toughened tunnel. The latest
scheme in the development of
Dubai International Airport is
the strengthening of the 1.5km
Beirut tunnel running under the
airport. VSL won the contract to
install 280t of post-tensioning
to improve the load-carrying
capacity of specic areas of the
tunnel roof. The strengthened
roof will allow the area above
to be used as aircraft stands for
future airshows.
Jumana Island access. A new
man-made island is currently
being developed in the heart of
Dubais beachfront shoreline of
Jumeirah. VSL is providing its
6-19 and 6-12 post-tensioning
for use on the 502m-long nine-
span bridge that will connect
Jumana Island to the Jumeirah
coastline. The bridge is set to be
completed in February 2014.
Stays, pipes and dampers. A
consortium led by Viadukt has
contracted VSL to supply and
install the stays for the Drava
Bridge in Croatia. The bridge,
designed by the Croatian
Institution of Civil Engineers
(IGH), is a suspended composite
steel bridge with a 420m main
span over the river, anked by
semi-prefabricated concrete
structures. VSLs work includes
the engineering and supply
of the stay-cable systems
470t of strand, 80 sets of
anchorages, HDPE pipes and
friction dampers. VSL will also
be providing equipment and
supervising the installation.
Bridge upgrade. VSL is
supplying and installing strand,
anchorages and bars for the
strengthening of the Wan Da
Bridge in Taiwan. The 735m-long
crossing of the Kaoping River
stands on 22 piers and requires
the installation of 450t of
15.2mm-diameter strand,
16,800m of galvanised steel
ducts, more than 500 sets of
E6-22F and E6-27F anchorages
and 1,250 PT bars.
N O T E P A D
> A new underpass is being built
in Rickenbach to allow pedestrians
and cyclists to cross under the
railway. VSL slid the 280t concrete
box, fabricated on site, into its nal
position underneath a temporary
railway bridge while the line was
still in operation. The box was pulled
more than 20m at a maximum speed
of 10m/hour on a slide system,
closely guided to ensure a smooth
operation. n Contact: robert.
monger@vsl.com
> Stringent requirements had to
be met in work for two rail bridge
packages in Camorino as part of
the Alptransit Gotthard project.
VSL won the contract to supply
and install prestressing tendons,
which are electrically isolated for
protection against stray currents
and corrosion. Limited space within
the bridge cross-sections meant
that special deflection elements
had to be constructed. Meeting the
clients deadlines while achieving
the stringent quality requirements
demonstrated the efciency of the
VSL system and the expertise of the
site personnel. n Contact: hannes.
mueller@vsl.com
Switzerland
Sliding box
Switzerland
Alpine achievement
site insights
> The rst section of the steel
roof structure for the latest Airbus
hangar in Toulouse, France was
raised by VSL in June. The roof con-
sists of two parts, weighing 970t
and 770t. A single operation raised
the rst section by 24m using
10 lifting points. VSL had already
performed the roof lifts for the two
previous Airbus hangars in Toulouse.
nContact: marc.winkelmann@vsl.com
France
Repeat hangar
> The latest generation of
prestressing tendons is being used
for two bridges on Zrichs
Durchmesserline rail extension.
Letzigraben Bridge, which has a
total length of 1,160m, has been
under construction since 2009 and
erecti on of the 400m-long
Kohlendreieck Bridge began in
2012. VSL is subcontractor for the
prestressing work on both bridges.
Post-tensioning is being done
entirely with the latest electrically
isolated tendons to ensure
maximum corrosion protection.
More than 17,000m of tendons will
be installed, mainly type VSL 6-31.
nContact: hannes.mueller@vsl.com
Switzerland
High-tech
tendons
> Extension of Switzerlands A16
highway in Court in the north-
western part of the country includes
construction of several tunnels and
bridges. More than 4,000 temporary
and permanent soil anchors will be
installed to secure tunnel entrances
and other retaining structures. VSL,
working as subcontractor with Marti
Spezialtiefbau, is supplying and
installing the anchors. The large
quantity represents a substantial
but positive challenge for VSLs
local production and logistics
facilities. n Contact: hannes.
mueller@vsl.com
Switzerland
Secured with anchors
> Teams from VSL have recently
completed work for the supply and
installation of post-tensioned
6-31 cables as well as elastomeric
sliding bearings for the upgrade of
a Swiss hospital. Post-tensioned
cantilever beams were necessary
to take the load of the eight new
st oreys bei ng added t o
accommodate 350 employees. In
addition, bearings were tted to
isolate some slabs and ensure the
stability of the structure in the event
of an earthquake. n Contact:
Christophe.candol@vsl.com
Switzerland
Hospital
upgrade
> VSL has carried out a full
structural assessment of St Pauls
Cathedral in Abidjan. The 3,500m
2

main area of the cathedral is
covered with a roof that is supported
by a tensioned cable system
attached to a 70m-tall concrete
pylon. The nature of the structure
made access difcult and so the
VSL technicians used rope access
techniques to inspect the pylon,
stay cables and the top of the roof.
The structure was surveyed using
Laser Scan technology to create a
3D model. Other techniques used
included Ferroscan
to determine
rebar positions and chemical
tests to assess carbonation. The
stay cables were also inspected,
including endoscopic surveys
to determine their condition. n
Contact: abraham.hidalgo@vsl.com
> In the very remote southern
region of Ethiopia a new 128m-long
steel bridge crossing the Omo River
was built in 2011. Due to construction
defaults the bridge collapsed
into the river. VSL was chosen to
carry out the recovery of the 550t
bridge, including the method to be
implemented. The bridge was lifted
from the water, put on temporary
supports and launched 36m into
position following repairs. nContact:
m.eljamous@vslme.ae
Ivory Coast
Cathedral challenge
Ethiopia
Bridge
recovery
site insights
> The city of Puebla has
celebrated the recent opening
of a new landmark, the Captain
Carlos Camacho Espiritu Viaduct.
This cable-stayed bridge is more
than 500m long and has two pylons,
standing 50m high. VSLs scope
of work included the supply and
installation of the SSI 2000 Stay
system and the tensioning of high-
strength bars in a project that took
just 28 days. The bridge was built
by the Puebla state government as
part of scheme to transform the
regions roads for the benet of the
more than 1.5 million inhabitants.
Design was by International Bridge
Technologies (IBT) and VSLs
client was GH Anderl Consulting &
Construction. n Contact: patricio.
rangel@vsl.com
Mexico
City
landmark
> The Aracar Viaduct is part of
the Rodoanel Mario Covas project
in So Paulo. It consists of two
decks, each with 52 spans of 30m.
The spans will be post-tensioned
longitudinally with eight cables
of nine strands. The challenge on
this project is to complete 120m of
bridge deck per week. nbherweg@
vslbrasil.com.br
> A 12-month project is nearing
completion in Panama City. The
Cinta Costera III project required
560 post-tensioned beams, each
40m long and weighing 90t. The
beams contain a total 2,156t of
post-tensioned strand. VSL was
responsible for the supply of mate-
Panama
PT
completion
> Three world records will be
broken by a 1,620m-long composite
bridge being built for a new high-
speed railway in North West of Spain.
VSL was awarded several contracts
to install a total of 25,000t of the
steel structure. The rst part of the
work was nished in August with the
installation of the pier tables on top of
the four main concrete piers. At each
pier, two 400t segments had to be
positioned in a complex lifting, tilting
and lowering operations. nContact:
josemaria.martinez@vsl.com
Spain
Record
breaker
Brazil
120m per week
rials, as well as the installation,
stressing and injection. nContact:
ignacio.delcura@vsl.com
Indias economic surge has resulted in a massive increase in
the number of private vehicles on its roads, overwhelming
the transport infrastructure. Use of VSLs precast segmental
construction technique to build elevated roads and highways is an
efcient option, fast and safe.
ELEVATED SEGMENTAL ROAD BRIDGES
Decongesting Indias roads
focus
he 3.3 million kilometres overall
length of the Indian road network
makes it the second largest in the
world. About 65% of Indias freight
and 80% of its passenger trafc is
carried by road. National Highways
constitute just 1.7% of the network
but carry about 40% of the total
trafc. The number of vehicles has
been growing at an average pace of
10.16% per annum over the last ve
years while the road network has
grown by only 4% annually
1
.
Elevated road and metro construc-
tion projects have been initiated to
alleviate the heavy trafc in cities
such as Mumbai and Bangalore;
VSL has been working on some of
these challenging schemes.
Above trafc
Avoiding continuous disruption to
the trafc underneath is a decisive
element in favour of using the pre-
cast segmental construction
method for both elevated highways
and metro viaducts. Precast seg-
mental construction is extremely
well suited to large urban bridge
projects, allowing the safe and fast
construction of high-quality and
durable elevated bridges even in
conned areas with limited access.
T
Bangalore the IT capital of India - is growing into a major metropolis. The government decided
to build an elevated highway to improve the infrastructure and provide direct connectivity from
the city to the IT ofces, in Electronic City, 10km from the busy Silk Board Junction on Hosur
road. The 8.05km-long Bangalore-Hosur Elevated Expressway was built using the precast
segmental technique with the span-by-span construction method. The segments were erected
using self-launching overhead gantries, supported on the expressways piers. Three gantries
were in simultaneous operation for the span-by-span erection. VSLs scope of work included
the design, fabrication, supply, erection and operation of the three gantries used for span
erection, the complete deck erection as well as the provision of geometry control software for
the segment production in the casting yard. In addition, VSL provided construction engineering
services, produced the shop drawings for segment casting, carried out deck post-tensioning
and installed the permanent bearings. The need to build the elevated expressway in the middle
of a busy highway with trafc on both sides led VSL to propose heavy-lifting techniques as an
alternative to the erection of the gantry by cranes. Assembling and commissioning the main
gantry trusses at ground level substantially reduced the risks of working at height, and greatly
reduced the usage of cranes and other lifting equipment. As such, the method is considerably
safer than conventional means for this type of work. Precast segmental construction on such a
large project demonstrated that it is one of the most appropriate solutions for major cities with
a high trafc density.
One of Bangalores longest yovers
1
Source : National Highways Authority of India,
www.nhai.org
Minimising
temporary works
Difcult trafc arrangements com-
bined with a lack of space at ground
level and sometimes poor soil con-
ditions make the elevated highway
solution a logical choice. Span-by-
span precast segmental erection
with a launching gantry is a con-
struction method that minimises
the temporary works required dur-
ing construction while optimising
the permanent works design. VSL
has an extensive expertise and a
large team of experienced and
qualied personnel available to
manage, supervise and operate its
erection equipment.
Optimising costs
Post-tensioned precast segmental
concrete bridge construction is
an advanced construction method
that provides many advantages
to the projects management.
Construction quality is improved
Mumbai Metro One Private Limited is implementing a state-of-the-art mass rapid transport
system for the city of Mumbai. This line crosses the elevated Western Express Highway, where
it requires an 83m span for which consultant Systra MVA designed a cable-stayed bridge. Its
location near the future WEH Station is on a very congested site in a highly populated area with
heavy trafc, dense crowds, underground utilities and a pylon height limit due to the proximity
to the airport. VSL built the superstructure for the crossing, which is designed with a cast-in-
situ U-shaped deck built in balanced cantilever with stay cables supported from two pairs of
pylons. The VSL SSI 2000 Stay cable system was used together with the third generation of
VSLs patented saddle.
VSL designed a special jig to achieve the highest levels of positioning accuracy when seating
the saddles. The balanced cantilever cast-in-situ concrete bridge deck was built using two
pairs of form-travellers. Heavy trafc moving day and night on the highway below created a
challenge in the form-traveller design. It was essential to ensure that crews could work safely
24 hours a day whilst allowing the trafc below to continue to ow without risk. The form-
travellers featured well positioned work platforms to allow the safe execution of all tasks
taking place on the structure, including post-tensioning works and stay-cable installation.
VSLs teams clocked over 240,000 man-hours safely with zero lost-time incidents.
An innovative cable-stayed bridge
in the heart of Mumbai
VSL has built a 4.2km elevated highway
in Bangalore for Navayuga Bengalooru
Tollway Private Limited. Building the
precast segmental viaduct involved erection
of 1,421 segments over 120 spans using
the VSL overhead launching gantry and
included the installation of 1,625t of post-
tensioning. Built along the central median
of the existing National Highway, the
viaduct passes through densely populated
residential and commercial areas where
trafc is heavy. About two thirds of the
spans have horizontal curvature including
several S-curves with a minimum radius of
360m combined with a 7% cross-fall and
3% gradient. The complex construction
of the viaduct created great challenges.
Minimising the construction period was
critical as it was a build, operate and
transfer project. VSL had committed to a
2.5-day per span erection cycle but achieved
even faster installation, with an average
cycle time of less than two days a span.
The record was a 36-hour cycle time and
peak production of 18 spans in one month.
VSL demonstrated speed, accuracy, quality
and safety on the project and continuously
engaged with the main contractor on
all issues, ranging from the casting of
segments using VSLs geometry control
software to erection, surveying and nal
span alignment.
Complex construction
for a tollway
focus
ELEVATED SEGMENTAL ROAD BRIDGES
due to factory conditions in which
the precast segments are built.
Production is more cost-efcient
and fast erection rates can be
achieved when post-tensioning is
external. The method allows better
control of construction costs as
quantities are optimised, limited
equipment is needed and there is
less environmental disturbance as
only localised working areas and a
small footprint are required at
ground level. In addition, the mate-
rials are easy to recycle at the end
of their life. All these factors
contribute to reducing the overall
project risk for the contractor, the
designer and the owner.
VSL has extensive experience in the
construction engineering and ge-
ometry control of precast segmen-
tal bridges. The construction
method is fast and versatile, allows
highly controlled quality, and avoids
disruptions at ground level. All
these aspects have made it the pre-
ferred solution for many long, ele-
vated highways and metro projects,
as they allow securing the schedule
and the cost, thus mitigating con-
struction risks. n
An upgraded access was needed to
connect Bangalores international
airport with National Highway 7 and so
the National Highways Authority of
India launched a project to build a
22km-long expressway. The Devahalli
Hebbel expressway has a six-lane
elevated viaduct that is 4.5km long,
with 7m-wide service roads and two
yovers, each of 500m. Trafc ow
between the airport and Bangalore City
remained uninterrupted. The project
was built under the National Highways
Development Programme on a design,
build, operate, nance and transfer
scheme through a public-private
partnership. VSLs scope of works
covered the design, fabrication and
supply of 12 cells for precasting pier
eld segments. The project included
design, fabrication, supply and
operation of a new erection gantry used
to build the two yovers. VSL also
adapted and operated one of its existing
gantries for the erection of 3.7km of
viaduct. In addition, VSL provided
geometry control for all three bridges
as well as carrying out external post-
tensioning, installation and grouting of
bearings.
Upgraded access
to airport
Chennai, formerly known as Madras, has an estimated population of 12 million, making it Indias
fourth-largest metropolitan city. To provide additional public transport, Chennai Corporation
decided to develop a metro rail project, connecting the central bus station to the airport.
VSLs scope of work on the 6km-long elevated viaduct covered the design, engineering and
supply of two launching gantries, their assembly, erection and commissioning as well as the
erection of precast segments for 145 spans including all prestressing work. Work also included
all associated temporary works and the relocation of the gantries. The maximum span length
was 35m and the weight was 407t. The spans were built from precast segments, with the
simply supported spans erected using the span-by-span method. The challenging viaduct had
to accomodate a tight radius of 150m and a 4% longitudinal gradient. VSL was closely involved
with the designer at all stages of the project to achieve the most efcient, reliable and rapid
construction. Later stages of the project required VSL to come up with further special methods
to launch the bridge over portals, in an operation that had not been part of the original plan.
Once again, VSL provided excellent engineering solutions that helped the designer and main
contractor achieve the objectives without many changes to the permanent works.
Boosting Chennais transport
strip sheathing. This reduced friction
leads to a better spread of the PT-
force and hence to a direct saving
in the amount of PT strand, the need
for less or lighter anchorages,
shorter installation times for thread-
ing, stressing and grouting opera-
tions.
These savings will vary depending on
the nature of the structure but, as an
indicator, reductions of up to 15% in
PT-steel are possible. The lower fric-
tion has also been proved to have a
positive impact on fatigue behavior.
With the latest revision of the sys-
tems European technical approval,
VSL has extended its PT-PLUS

range
with two new diameters, 65mm and
85mm, in order to optimise the ducts
for intermediate tendon size.
PT-PLUS
in buildings:
increased productivity
Two VSL systems have combined to
become a winning team for slab
projects. VSLab

S and PT-PLUS

have an optimised design that
ranges from 6-2 to 6-5 tendons and
comes with a full set of fast-clip-
ping accessories, reducing the
work on the critical path to a mini-
mum. The speed of installation is a
major advantage for todays fast
production cycles. The at duct can
be delivered to site in continuous
coils and the full tendon length can
Almost 10 years ago, the Federation
Internationale du Bton (b) intro-
duced in its bulletin 33 report the
concept of dening a protection
level (PL) applied to post-tensioned
tendons and categorised the levels
as PL1, PL2 and PL3. With proper
material selection, the right instal-
lation methods and skilled and ex-
perienced staff, good corrosion
protection can be achieved for
moderately aggressive environ-
ments (PL1). For a more aggres-
sive atmosphere, full encapsula-
tion of the tendon is required and
this is achievable by using leak-
tight grout caps and PT-PLUS

polymeric ducts.
PT-PLUS
in bridges: material
savings and lower friction
PT-PLUS
was rst installed in 1991

when 113km of 100mm-diameter
ducting was used on the Storeblt
Bridge in Denmark. Following that
pioneering bridge, PT-PLUS
ducts
have been installed on hundreds of
projects in all kinds of environments.
The resulting experience backed
up by dozens of tests - shows that the
design friction coefcients for
PT-PLUS
ducts can be considered

35% lower
1
than for galvanized steel
VSL continuously drives improvements of its
PT-PLUS
polymeric duct system.

New diameters complete the range of ducts
to optimise the ducts for each tendon size.
be spanned in just one piece, elimi-
nating the need for duct couplers.
Not only is the cost of the coupler
itself saved, but also the labour
costs are reduced. In a typical 30m-
long tendon, only two fast-clip con-
nections to the trumpets are
needed. In contrast, classic steel
ducting requires six joint connec-
tions -duct and duct-trumpet. A full
set of other accessories is available
for situations where intermediate
grouting points are needed or
where H-anchorages have to be in-
stalled. n
POLYMERIC DUCTS
PT-PLUS
for
enhanced durability
r&d
MahaNakhon:
newcomer on
Bangkoks skyline
MahaNakhon is a new 77-storey high-rise
complex located in the heart of Bangkoks
Central Business District.
The combined use of VSLab
S 6-3 and
PT-PLUS
is contributing to achieving the

accelerated pace set by a tight
construction programme that targets
completion of the new Bangkok landmark
in 2015. 1
= 0.12 vs = 0.18 according to PT-PLUS

Swiss Technical Approval
ith the number of cable-stayed
bridges soaring, VSL has been play-
ing an important role in supporting
contractors in construction and de-
sign checks for these projects. An
extensive range of services is of-
fered and VSL also assists consul-
tants with the design of stay-cable
components such as anchorages,
connection detailing, saddles, de-
viators and dampers. Two types of
dampers are now used to mitigate
vibrations on cable-stayed bridges.
Friction or visco elastic?
The VSL Friction damper applies
the same principles used in disc
brakes, dissipating the energy
through friction generated between
two friction partners. The rst is a
For the last two decades, VSL has taken on the challenge of designing
its own damping systems. The design has constantly evolved for better
performance, easier fabrication, installation and maintenance, and of
course for aesthetic reasons.
MITIGATING VIBRATIONS
Disk brakes or rubber pads?
technical report
pair of sliding discs connected via a
collar to the tensile member of the
stay. It is sandwiched by the second
partner, a specially developed com-
posite pad supported by a pair of
spring blades that are connected to
the external structure of the guide
pipe. The VSL Friction damper pro-
vides high performance for critical
cases or where the damper has to
be placed close to the deck anchor-
age relative to the overall length of
the cable. It can easily be adapted
to all cable sizes, whether for a
new installation or as part of a
retrotting solution. In addition to
providing an outstanding perfor-
mance, the VSL Friction dampers
are activated only when needed.
This prevents unnecessary wear on
W
the damper under vibrations with
small amplitudes that do not af-
fect the stay cables performance.
However, the VSL Friction damper
achieves its maximum perfor-
mance almost immediately once
the cable vibration has reached a
level that is critical for the cable or
the structure to which the damper
has been tuned. This damper is the
perfect solution for long cables on
structures with a high risk of para-
metric excitation.
The VSL visco elastic (VE) damper
suppresses cable vibration by dis-
sipating its kinetic energy through
plastic deformation of spe-
cial damping rubber pads. Each
damper consists of a series of pads
mounted between a moveable col-
lar attached to the tensile element
of the stay cable and a xed support
rigidly connected to the guide pipe.
The high-damping rubber pads
have a long design life and excel-
lent fatigue resistance. Accelerated
ageing tests have demonstrated
a life expectancy of 60 years and
the pads have sustained 10 million
load cycles during fatigue testing.
The damper requires only minimal
maintenance during its operating
life. This allows it to be placed if
necessary even at the pylon, where
maintenance access is difcult and
expensive. The VSL VE damper
presents an outstanding combi-
nation of simplicity, durability and
aesthetic qualities. The installation
and maintenance can be performed
with minimum effort and hardly
any trafc disturbance. As with the
Friction damper, all components
are two half-assemblies. The main
components consist of the collar
assembly, rubber pads, damper
support and guide-pipe brackets.
Generally speaking, the combina-
tion of the two systems allows VSL
to cover the whole range of cable
lengths and damping require-
ments.
Fully pre-assembled
While the design concept has re-
mained essentially the same over
the years, constant improvements
have been made to the connecting
elements, damper supports, guide-
pipe xing parts and anti-vandal-
ism pipe details.
Recent developments have included
further improvements in damper
detailing for faster installation and
easier maintenance. Dampers can
now be fully pre-assembled under
factory conditions with stringent
quality control. Options include the
availability of dampers with special
movement-limiting devices to pro-
tect both the damper and the cable
against rare but extreme events.
Another improvement concerns
the anti-vandalism pipe, which was
originally a continuous element
covering the damper system. It is
now divided into several compo-
nents to provide better access dur-
ing damper installation and main-
tenance.
Friction dampers and VE damper
systems share identical external
components, which allows both
types of VSL dampers to be used on
the same structure without visual
difference.
Clients, manufacturers and de-
signers have contributed to these
improvements, which are the re-
sult of invaluable feedback, com-
ments and collaboration. The end
result is the ability to carry out pre-
assembly, a simple conguration,
better functionality and enhanced
aesthetics. n
Composite pad
VE
pads
Collar
Oscillating
movement
Oscillating
movement
Sliding
disc
Moveable
collar
Spring
blades
Fixed support
connected to
guide pipe
Friction damper VE damper
CABLE-STAYED BRIDGE
Second Penang Bridge:
a landmark link
tech show
CABLE-STAYED BRIDGE
Second Penang Bridge:
a landmark link
VSL was awarded two subcontracts for the construction
of the main superstructure of the Penang Second
Crossing, one that included the supply and installation
of the stay cables system with saddles and dampers
at the main navigation span, and a second in joint
venture for the supply and installation of 13,000t of
post-tensioning required for the construction of the
approaches. A full-scale load test on the stay cable
section completed VSLs comprehensive contribution
to the 24km-long landmark, which links Malaysias
Penang Island to the mainland.
Dene the needs for a link to the mainland
Penang is a major rapidly growing hub in northern
Malaysia for industry, commerce and tourism. This has
led to a major trafc bottleneck at the existing Penang
Bridge, badly restricting further development. A project to
build a second crossing came to life to cross the Penang
Strait from Penang Island to the mainland. The
Penang Second Crossing comprises a main cable-stayed
section approached by viaducts. The overall length of the
bridge is 24km and its main span is 250m, anked by
117.5m-long side spans. The height of the pylons is
100.6m, of which almost 68m is above deck level.
tech show
CABLE-STAYED BRIDGE
1
3
2
Use of overhead gantries for the span-
by-span construction of the approaches
The viaducts are made up of twin parallel structures
and their length over water is approximately 17km.
Each viaduct comprises a trapezoidal segmental
box girder typically spanning 55m between piers.
Construction by the match-cast segmental span-
by-span method used four gantries to erect the
8,092 precast segments. VSL formed a JV to
handle the 30-month post-tensioning and grouting
contract for approximately 13,000t of strands.
Use form-travellers to build the main span
The deck of the main span was built with underslung
travelers. VSL supplied and installed all prestressing
and the stay cables for the main bridge.
tech show
CABLE-STAYED BRIDGE
Install the stays with
innovative methods
In total, 144 stay cables
were installed together with
the VSL SSI 2000 Saddle
System. The shortest stay
is 44m and the longest is
262m from anchorage to an-
chorage. VSL used the pull-
ing system method to install
the strands, with winches
placed at the pylons and
on the deck. Two winches
were placed on top of the py-
lon. One was for pulling the
strand from deck level at the
side span to the entry face of
the saddle. The other pulled
a winch cable from the main
spans deck on the other side
of the pylon. The strand be-
ing installed from the side
span was then attached to
a pilot wire which was con-
nected to the winch from the
main span. This strand was
then pulled through until it
reached deck level on the
other (main span) side. The
rapid progress of construc-
tion has demonstrated the
ease and the efciency of the
VSL stay cable system.
4
Install dampers to mitigate vibration
VSLs Visco elastic dampers have been in-
stalled on all 144 stay cables. The VE damper
suppresses cable vibration by dissipating its
kinetic energy through plastic deformation of
special damping rubber pads. Each damper
consists of a series of pads mounted be-
tween a moveable collar attached to
the tensile element of the stay cable
and a xed support rigidly connected
to the guide pipe.
5
tech show
CABLE-STAYED BRIDGE
Prove structural integrity
In association with FT Laboratories, VSL
instrumented the bridge for and col-
lected data during a full-scale load test
on the main bridge to verify the structural
integrity before the crossing opened
to public. The test involved bringing
17 trailer trucks, loaded to a total weight
of 595t, onto the bridge to test the behav-
iour of the cable-stayed section. Design
of the load-test system was aimed at
measuring the bridges static and dy-
namic responses to vehicular loads, as
specied by the designer.
6
Install sensors and analyse the results
The deections of the decks and pylons were measured by means of sensors installed
on the bridge designed to collect all types of data, such as wind, temperature, bridge
deck acceleration, displacement, stress or strain, stay-cable forces and the tilt angles
of the pylons and piers. The measurements were transferred to a data acquisition
system via data loggers that collected information across a distance of 150m-180m.
The collected data was transmitted to a control and display system for verication
and storage. All data collected from the load test have been compiled and compared
with the theoretical gures provided by the designer.
7
Copyright 12/2013, VSL International Ltd.
Printed in France patented.
The information set forth in this brochure including technical and engineering data is presented
for general information only. While every effort has been made to insure its accuracy, this
information should not be used or relied upon for any specific application without independent
professional examination and verification of its accuracy, suitability and applicability. Anyone
using this material assumes any and all liability resulting from such use. VSL disclaims any and
all express or implied warranties of merchantability fitness for any general or particular purpose
or freedom from infringement of any patent, trademark, or copyright in regard to the information
or products contained or referred to herein. Nothing herein contained shall be construed as
granting a license, express or implied under any patents.
Printed on paper
from sustainably
managed forests.
MALAYSIA
VSL Engineers (M) Sdn. Bhd.
KUALA LUMPUR
Phone: +603 7981 47 42
PHILIPPINES
VSL Philippines Inc.
MANDALUYONG CITY
Phone: +632 722 1703
SINGAPORE
VSL Singapore Pte. Ltd.
SINGAPORE
Phone: +65 6559 12 22
TAIWAN
VSL Taiwan Ltd.
TAIPEI
Phone: +886 2 2759 6819
THAILAND
VSL (Thailand) Co. Ltd.
BANGKOK
Phone: +66 2 679 76 15 - 19
VIETNAM
VSL Vietnam Ltd.
HANOI
Phone: +84 4 3976 5088
HO CHI MINH CITY
Phone: +84 8 810 6817
Australia
/
VSL Australia Pty. Ltd.
NEW SOUTH WALES
Phone: +61 2 9484 5944
QUEENSLAND
Phone: +61 7 3327 0200
VICTORIA
Phone: +61 3 979 503 66
SOUTH AUSTRALIA
Phone: +61 8 8252 1900
TASMANIA
Phone: +61 3 6249 3044
PERTH
Phone: +61 8 9419 1119
Americas
/
ARGENTINA
VSL Sistemas Especiales de
Construccin Argentina SA
BUENOS AIRES
Phone: +54 11 5272 87 52
BOLIVIA
Postensados de Bolivia
SAN MIGUEL, LA PAZ
Phone: +591 2 27 70 338
BRAZIL
VSL Brasil Construo e
Recuperao Ltda
SO PAULO
Phone: +55 113 521 7153/4
CANADA
CTT Stronghold Canada
TORONTO
Phone: +1 416 477 1042
CHILE
VSL Sistemas Especiales de
Construccin S.A.
SANTIAGO
Phone: +56 2 2571 6700
COLOMBIA
Sistemas Especiales de
Construccin S.A.S
BOGOTA
Phone: +57 1 226 6230
MEXICO
VSL Corporation Mexico S.A de C.V
MEXICO
Phone: +52 55 55 11 20 36
PERU
Sistemas Especiales de Construccin
Peru S.A.
LIMA
Phone: +51 1 349 38 38
VSL Peru S.A.C
LIMA
Phone: +51 1 713 98 32
UNITED STATES OF AMERICA
VStructural LLC
BALTIMORE, MD
Phone: +1 410 850 7000
Africa
/
EGYPT
VSL Egypt
CAIRO
Phone: +20 2 344 19 00
SOUTH AFRICA
VSL Construction Solutions (Pty) Ltd
JOHANNESBURG
Phone: +010 492 1811
TUNISIA
VSL Tunisia
TUNIS
Phone: +216 70 72 84 73
Europe
/
AUSTRIA
Grund-Pfahl- und Sonderbau
GmbH
HIMBERG
Phone: +43 2235 87 777
CZECH REPUBLIC
VSL Systmy / CZ / s.r.o
PRAGUE
Phone: +420 2 51 09 16 80
FRANCE
VSL France S.A. (Bouygues TPRF)
LABGE
Phone: +33 5 33 65 96 59
GERMANY
VSL Systems GmbH
BERLIN
Phone: +41 58 456 30 30
NETHERLANDS
Heijmans Civiel b.v.
Span en Verplaatsingstechnieken
ROSMALEN
Phone: +31 73 543 6611
NORWAY
Spennarmering Norge AS
RUD
Phone: +47 98 21 02 31
POLAND
VSL Polska Sp. Zo. o
WARSZAWA
Phone: +48 22849 22 09
Middle East
/
SULTANATE OF OMAN
VSL Muscat LLC
MUSCAT
Phone: +971 4 885 7225
UNITED ARAB EMIRATES
VSL Middle East LLC
DUBAI, UAE
Phone: +971 4 885 0004
DOHA, QATAR
Phone: +974 44 052 444
Asia
/
BRUNEI
VSL Systems (B) Sdn. Bhd.
BRUNEI DARUSSALAM
Phone: +673 2 380 153 / 381 827
CHINA PRC
VSL Engineering Corp., Ltd.
(China)
HEFEI
Phone: +86 551 382 29 18
HONG KONG
VSL Hong Kong Ltd.
CHAI WAN
Phone: +852 2590 22 88
INDIA
VSL India Private Ltd.
CHENNAI
Phone: +91 44 4225 11 11
INDONESIA
PT VSL Indonesia
JAKARTA
Phone: +62 21 570 07 86
JAPAN
VSL Japan Corporation
TOKYO
Phone: +81 3 3346 8913
KOREA
VSL Korea Co. Ltd.
SEOUL
Phone: +82 2 553 8200
PORTUGAL
VSL Sistemas Portugal SA
PAO DE ARCOS
Phone: +351 21 445 83 10
Delegao Norte
VILA NOVA DE GAIA
Phone: + 351 22 371 18 80
SPAIN
VSL Construction Systems SA
BARCELONA
Phone: +34 93 289 23 30
SWEDEN
Internordisk Spnnarmering AB
VSTERHANINGE
Phone: +46 10 448 11 42
SWITZERLAND
VSL (Switzerland) Ltd.
SUBINGEN
Phone: +41 58 456 30 30
SAINT LEGIER
Phone: +41 58 456 30 00
TURKEY
Mega Yapi Construction &
Trade Co. Ltd
ANKARA
Phone: +90 312 490 90 66
UNITED KINGDOM
VSL System (UK) Ltd.
LUTON
Phone: +44 148 040 4401
Headquarters
VSL International Ltd.
Sgestrasse 76
CH-3098 Kniz
Switzerland
Phone: +41 58 456 30 00
info@vsl.com
VSL LOCATIONS
VSL Infrastructure Protection Ltd.
LONDON
Phone: +44 207 803 3614
SINGAPORE
Phone: +65 65 59 12 22
SYDNEY
Phone: +61 2 94 84 5944
Intrafor Hong Kong Ltd.
CHAI WAN, HONG KONG
Phone: +852 2836 31 12
DUBAI, UAE
Phone: +971 4 885 7225
FT Laboratories Ltd.
PING CHE, HONG KONG
Phone: +852 2758 48 61
VSL Offshore Pte Ltd.
SINGAPORE
Phone: +65 65 59 13 05
www.vsl.com
LINKING
DESTINATIONS
LAUNCHING
LIFTING
RECOVERING
Rio Ulla Bridge, Spain
Torun Bridge, Poland
Orno Bridge, Ethiopia

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TECHNICAL CENTRES

- for enhanced durability

VSL n e ws magaz i ne No 2- 2013 11

, checking of the shop drawings issued

14 VSL n e ws magaz i ne No 2- 2013

Tackling unusual design requirements: Distrito 38 Spain

16 VSL n e ws magaz i ne No 2- 2013

was rst installed in 1991

ducts can be considered

polymeric duct system.

is contributing to achieving the

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